gers burned
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he pundits have been forecasting since any days of intermodal containerization, rs are bound to be burned. Almost every ir of this new industry has had its casualcrane manufacturers, vehicle body and r builders, even ports. And now comes turn of the ship lines themselves. With lurs rife in the City that at least two North itic US giants have been discussing the ibilities of a merger on container opera(Sea-Land Inc. and Container Marine sl comes the surprise announcement that as Marine Lines—pioneers in this coun)f the 40ft container and the Flexi-Van im—have opted out of the race so far as lar ship services on the North Atlantic are erned. Reasons given by a representative e company can be interpreted as, simply,
• nuch competition. States Marine will still containers on conventional break-bulk ces on a -one-off" basis, but not by the !reds as has become the mode with most h Atlantic carriers.
ates Marine were prominently featured in in early 1966 when containerization was It to hit Britain in the form of regular lar ship services to Grangemouth, Felix'e and London. It was one of their hauliers ictory Transport of Southampton—who, 1 effort to draw attention to the anomalous le length restrictions then prevailing, ited CM to publish a photograph of a 40ft -Van container about to be hauled over public highway in defiance of the law as en was. Unfortunately for the industry in ire!, both the police and the South Eastern ising Authority turned a blind eye to this ation, which eventually moved scores of ainers between Southampton and Gillingfor the line. More than a year was to pass re the length restrictions were modified to le hauliers to carry 40ft ISO units legally ur roads.